Vehicle body structure

ABSTRACT

A vehicle body structure a front side member, a body attachment structure fixed to the front side member and an off-center impact structure. The off-center impact structure has a linearly shaped first elongated member defining a first end portion, a mid-section portion and a second end portion. The first end portion extends through a first outboard opening into a hollow interior of the front side member and is rigidly connected to the front side member forward of the body attachment structure. The mid-section portion is connected to an outboard wall of the front side member. The second end portion extends in an outboard direction away from the outboard wall such that in response to an impact event during an off-center impact test the mid-section of the first elongated member deforms with the second end portion moving rearward into contact with the body attachment structure.

BACKGROUND Field of the Invention

The present invention generally relates to a vehicle structure. Morespecifically, the present invention relates to an off-center supportstructure attached to portions of a vehicle frame that responds to andabsorbs impact force during an off-center impact test.

Background Information

Vehicle structures are routinely being redesigned to include structuralfeatures that absorb impact forces in response to impact events.Recently introduced impact event tests include an off-center impact test(also referred to as a small overlap test) where a vehicle is providedwith velocity in a vehicle longitudinal direction (forward momentum)such that a front corner of the vehicle (approximately 25 percent of theoverall width of the vehicle) impacts a fixed, rigid barrier. FIGS. 1, 2and 3 schematically show an example of a conventional vehicle Cundergoing an impact event with a fixed barrier B in accordance with theoff-center impact test.

FIG. 1 shows the conventional vehicle C approaching the rigid barrier Bin the off-center impact test. FIG. 2 shows the conventional vehicle Cjust after initial impact with the rigid barrier B showing initialdeformation and forward momentum being transformed into rotationaldisplacement about the rigid barrier B. FIG. 3 shows the conventionalvehicle C undergoing further deformation and rotation as a result of theimpact event.

SUMMARY

One object of the disclosure is to provide a vehicle frame withadditional structural elements that absorb and redirect impact energyduring an off-center impact test.

In view of the state of the known technology, one aspect of the presentdisclosure is to provide vehicle body structure with a front sidemember, a body attachment structure and an off-center impact structure.The front side member has a front end and a front-section extendingrearward from the front end. The front side member defines a hollowinterior and extends in a vehicle longitudinal direction. The front sidemember has an outboard wall and an inboard wall with a first outboardopening extending through the outboard wall to the hollow interior. Thebody attachment structure is attached to the outboard wall of the frontside member along the front-section rearward of the first outboardopening and extends in an outboard direction from the front side member.The off-center impact structure has a first elongated member that islinearly shaped defining a first end portion, a mid-section portion anda second end portion. The first end portion extends through the firstoutboard opening into the hollow interior of the front side member andis rigidly connected to the front side member forward of the bodyattachment structure. The mid-section portion is connected to the frontside member at a location proximate the outboard wall. The second endportion extends in an outboard direction away from the outboard wall ofthe front side member such that in response to an impact event during anoff-center impact test, the mid-section of the first elongated memberdeforms with the second end portion moving rearward into contact withthe body attachment structure.

BRIEF DESCRIPTION OF THE DRAWINGS

Referring now to the attached drawings which form a part of thisoriginal disclosure:

FIG. 1 is a schematic view of a conventional moving vehicle showing itsresponse to a small overlap test where a front corner of the vehicle isaligned with a fixed, rigid barrier for eventual impact with thebarrier;

FIG. 2 is another schematic view of the conventional vehicle showing itsresponse to the small overlap test at the beginning of an impact eventwith the front corner of the conventional vehicle impacting the barrierand beginning to undergo deformation;

FIG. 3 is still another schematic view of the conventional vehicleshowing its response to the small overlap test with the conventionalvehicle undergoing further deformation during the impact event;

FIG. 4 is a schematic view of a moving vehicle being subjected to asmall overlap test where approximately 25 percent of the front of thevehicle aligned with a fixed, rigid barrier for eventual impact with thebarrier in accordance with a first embodiment;

FIG. 5 is another schematic view of the vehicle depicted in FIG. 4showing an initial response to the impact event of the small overlaptest with a front corner of the vehicle impacting the barrier andbeginning to undergo deformation in accordance with the firstembodiment;

FIG. 6 is still another schematic view of the vehicle depicted in FIGS.4 and 5 showing a subsequent response to the impact event of the smalloverlap test with the moving vehicle undergoing further deformationduring the impact event in accordance with the first embodiment;

FIG. 7 is a perspective view of the vehicle having an off-center impactstructure in accordance with the first embodiment;

FIG. 8 is a bottom view (looking upward) of a frame from the vehicledepicted in FIG. 7, showing two sets of the off-center impact structuresattached to respective a front side members at either side of the framein accordance with the first embodiment;

FIG. 9 is a top view (looking downward) of a driver's side portion ofthe frame depicted in FIG. 8, with the off-center impact structureinstalled to the frame structure in accordance with the firstembodiment;

FIG. 10 is a perspective view of the driver's front side of the frameand the off-center impact structure, showing details of the off-centerimpact structure in accordance with the first embodiment;

FIG. 11 is an exploded perspective view of the driver's front side ofthe frame and the off-center impact structure, showing details of theoff-center impact structure in accordance with the first embodiment;

FIG. 12 is a cross-sectional view of the frame and a portion of theoff-center impact structure taken along the line 12-12 in FIG. 10,showing details of the portion of the off-center impact structure inaccordance with the first embodiment;

FIG. 13 is a cross-sectional view of the frame and a portion of theoff-center impact structure taken along the line 13-13 in FIG. 10,showing details of a first sleeve and a first elongated member of theoff-center impact structure in accordance with the first embodiment;

FIG. 14 is a cross-sectional view of the frame and the portion of theoff-center impact structure shown in FIG. 13, showing the firstelongated member of the off-center impact structure in a deformedcondition after an impact event in accordance with the first embodiment;

FIG. 15 is a schematic view of the vehicle and the off-center impactstructure being subjected to a small overlap test where approximately 25percent of the front of the vehicle aligned with the fixed, rigidbarrier for eventual impact with the barrier in accordance with thefirst embodiment;

FIG. 16 is another schematic view of the vehicle depicted in FIG. 13showing an initial response to the impact event of the small overlaptest with the off-center impact structure impacting the barrier andbeginning to undergo deformation in accordance with the firstembodiment;

FIG. 17 is still another schematic view of the vehicle depicted in FIGS.13 and 14 showing a subsequent response to the impact event of the smalloverlap test with the off-center impact structure undergoing furtherdeformation during the impact event in accordance with the firstembodiment;

FIG. 18 is an exploded perspective view of a driver's front side of theframe and an off-center impact structure in accordance with a secondembodiment; and

FIG. 19 is a bottom view of the driver's front side of the frame and theoff-center impact structure shown with deformation as a result of animpact event in accordance with the second embodiment.

DETAILED DESCRIPTION OF EMBODIMENTS

Selected embodiments will now be explained with reference to thedrawings. It will be apparent to those skilled in the art from thisdisclosure that the following descriptions of the embodiments areprovided for illustration only and not for the purpose of limiting theinvention as defined by the appended claims and their equivalents.

Referring initially to FIG. 4-10, a vehicle 10 is illustrated inaccordance with a first embodiment. The vehicle 10 is provided with anoff-center impact structure 12 (shown in FIGS. 8-12) that is configuredto absorb and re-direct forces during an impact event such as anoff-center impact test (also referred to as a small overlap test)described further below.

The Insurance Institute for Highway Safety (IIHS) has developed varioustests where vehicles are provided with forward velocity and impactedagainst fixed, rigid barriers, like the rigid barrier B depicted inFIGS. 1-3. In the IIHS offset tests, the conventional vehicle C is aimedat the rigid barrier B such that approximately 25 percent of the frontarea of the conventional vehicle C impacts the rigid barrier B. In otherwords, as indicated in FIGS. 1-3, only a front corner of theconventional vehicle C impacts the rigid barrier B. This IIHS test isalso known as a frontal offset, narrow offset, or small overlap test. Insuch tests, a front bumper assembly of the conventional vehicle C iseither not impacted, or undergoes only limited contact with the rigidbarrier B during the impact event. Therefore, other structures at thefront of the conventional vehicle C impact the rigid barrier B andabsorb at least some of the kinetic energy associated with the rapiddeceleration of the vehicle C that results from the impact event. Whenthe vehicle C is provided with velocity and impacts the rigid barrier B,the rapid deceleration of the vehicle C transforms the kinetic energyassociated with the mass and velocity of the vehicle C into deformationof the vehicle C and counter movement of the vehicle C. As is wellknown, kinetic energy is a function of mass and velocity. During thesmall offset test, the kinetic energy of the vehicle C is partiallyabsorbed and partially transformed into other forms of kinetic energy,such as rotary motion. It should be understood that the kinetic energyassociated with the forward velocity of the vehicle C (and in thedescription below) is transformed into an impacting force upon impactdue to the rapid deceleration of the vehicle C. Consequently,hereinbelow, the terms impact force and impacting force as used hereincorrespond to the kinetic energy applied to the vehicle 10 during thesmall overlap test (the impact event), as described below with respectto the various embodiments.

The test developed by the IIHS is represented schematically in FIGS.1-3. During the impact event, a variety of structures undergodeformation. This deformation is not explicitly depicted in FIGS. 2 and3 with any degree of accuracy because such deformation varies fromconventional vehicle to conventional vehicle, depending upon the overalldesign of the front structure of the conventional vehicle C. Instead, inFIG. 3, the conventional vehicle C is depicted with a generic degree ofdeformation as a result of the impact event. However, the conventionalvehicles tested by the IIHS using the small overlap test have arelatively consistent response in that during the impact event with therigid barrier B, the rear end R of the conventional vehicle C undergoessome rotation and swings laterally away from the rigid barrier B, asindicated in FIG. 3.

In other words, the forward velocity F_(F) of the conventional vehicle Cas it moves is transformed upon impact with the rigid barrier B. Thevelocity F_(F) results in an equal and opposite reaction force acting onthe vehicle C as the vehicle C suddenly decelerates. It is desirable tomove the vehicle laterally outward from the barrier and avoidunnecessary loading of the dash-wall and/or A-pillar.

The force directing features of the off-center impact structure 12 ofthe vehicle 10 as described hereinbelow are such that during an impactevent (such as a small overlap test), the impact forces are absorbed andtransmitted to various structures within the vehicle 10, as shown inFIGS. 4, 5 and 6. Specifically, in FIG. 4 the vehicle 10 is providedwith a forward velocity V_(F1) and is subjected to a small overlap testwhere approximately 25 percent of the front of the vehicle is alignedwith the rigid barrier B. In FIG. 5 the vehicle 10 undergoes an initialresponse to the impact event of the small overlap test with a frontcorner of the vehicle impacting the barrier and beginning to undergodeformation. Hence, the forward velocity V_(F1) is reduced to a velocityV_(F2) with some of the impact energy causing the vehicle 10 to movelaterally with a velocity V_(L1), as shown in FIG. 5. In FIG. 6, thevehicle 10 undergoes a subsequent response to the impact event in thatone or more of the features of the off-center impact structure 12 hasfunctioned properly and caused the vehicle 10 to move laterally with theforward velocity V_(F2) is reduced to a velocity V_(F3) and a lateralvelocity V_(L2) that is greater than the V_(L1). In other words, theoff-center impact structure 12 is configured to absorb impact energy anddirect that force to various portions of the vehicle, and the off-centerimpact structure 12 is also configured to move the vehicle 10 in alateral direction away from the barrier B.

It should be understood from the drawings and the description herein,that during an impact event, such as the small overlap test, thereaction forces experienced by the vehicle 10 as it impacts the rigidbarrier B are significant. These significant reaction forces areexponentially greater than the forces the structures of the vehicle 10undergo during normal operating usage of the vehicle 10. In other words,the impact events referred to herein are intended as destructive tests.Further, the impact events of the small overlap tests are configuredsuch that the vehicle 10 impacts the rigid barrier B at portions of thevehicle 10 outboard of some of the vehicle's structures (not a centralarea of the vehicle 10), as described in greater detail below.

In the various embodiments described below, the vehicle 10 includescombinations of features of the off-center impact structure 12 shown inFIGS. 9 and 10, and described further below.

FIG. 7 shows one embodiment of the vehicle 10. In FIG. 7, the vehicle 10is depicted as a pickup truck that includes a body structure 14 thatdefines, for example. an engine compartment 16, a passenger compartment18 and a cargo area 20. The body structure 14 is installed to and restson a frame 22. The frame 22 is shown removed from the vehicle 10 inFIGS. 8 and 9. Specifically, FIG. 8 shows the frame 22 with theoff-center impact structure 12 installed thereto, and FIG. 9 shows onlya front area of the frame 22 with the off-center impact structure 12installed thereto.

In FIG. 7, the depicted pickup truck that defines the vehicle 10 is aheavy-duty vehicle intended to haul large and/or heavy materials. Theframe 22 is therefore a rigid, strong structure able to withstand heavyduty usage. However, it should be understood from the drawings and thedescription herein, that the frame 22 and the off-center impactstructure 12 described below can be configured for smaller vehicles orlarger vehicles and is not limited to usage in a heavy-duty vehicle suchas the vehicle 10. In other words, the off-center impact structure 12can be used on any size vehicle that includes a frame such as the frame22 where the body structure 14 attaches to and is supported by the frame22. It should also be understood from the drawings and description, thatthe off-center impact structure 12 can also be employed with a unibodyvehicle. A unibody vehicle is a vehicle that does not typically includesa separate frame such as the frame 22. Rather, the unibody vehicleincludes various structural elements welded together. Elements of theunibody vehicle serve as frame elements functionally equivalent to theelements of the frame 22. For example, U.S. Pat. No. 8,870,267 assignedto Nissan North America, discloses a unibody vehicle body structure. Thefront structural support portions (30) disclosed in U.S. Pat. No.8,870,267 are basically vehicle side members, such as those of the frame22 (described in greater detail below). U.S. Pat. No. 9,180,913, alsoassigned to Nissan North America, also discloses a unibody vehicle bodystructure and further discloses an engine cradle. The elements of theoff-center impact structure 12 can be installed to portions of theunibody vehicle disclosed in U.S. Pat. No. 8,870,267 and portions of theengine cradle of U.S. Pat. No. 8,870,267. Both U.S. Pat. No. 8,870,267and U.S. Pat. No. 9,180,913 are incorporated herein by reference intheir entirety. Since unibody vehicles are conventional structures,further description is omitted for the sake of brevity.

The off-center impact structure 12 is shown in FIGS. 8 and 9 installedto specific portions of the frame 22.

In FIG. 8 several directions relative to the frame 22 (and the vehicle10) are shown in order to define orientations of the various features ofthe vehicle I 0 and the off-center impact structure 12. Specifically,the vehicle 10 and the frame 22 define a longitudinal center line C_(L)that extends in a lengthwise direction of the vehicle 10 along a centralportion of the vehicle 10. At a left-hand side of FIG. 8, a forwarddirection F_(D) is indicated by the depicted arrow, and at a right-handside of FIG. 8 a rearward direction R_(D) is indicated by the depictedarrow. As well, inboard directions I_(D) and outboard directions O_(D)relative to the longitudinal center line C_(L) are also shown in FIG. 8.

As shown in FIG. 8, the frame 22 includes a front side member 30, asecond side member 32, a first cross-member 34, a second cross-member 36and a third cross-member 38 and a front cross-member 40. FIG. 8 shows anunderside of the frame 22. In other words, the depiction of the frame 22is taken from below the frame 22 looking upward. The frame 22 is made ofheavy gauge steel, but can alternatively be made of other materialsdepending upon the overall design of the vehicle 10. It should thereforebe understood that the front side member 30 extends along and under adriver's side of the vehicle 10, and the second side member 32 extendsalong and under a passenger's side of the vehicle 10.

The front side member 30 is an elongated beam (a first side member) thathas multiple contours and shapes. Specifically, the front side member 30has a front end 30 a and a rear end 30 b. The front side member 30 alsohas a first portion 30 c, a second portion 30 d and a third portion 30e. The first portion 30 c extends in the rearward direction R_(D) fromthe front end 30 a to a location proximate the second cross-member 36.The first portion 30 c is generally straight. The second portion 30 dhas a curved shape such that just rearward of the first portion 30 c,the second portion 30 d gradually curves in the outboard directionO_(D). The third portion 30 e is generally straight, but can includecontours and curves, depending upon the overall design of the vehicle10.

Similarly, the second side member 32 is an elongated beam (a second sidemember) that has multiple contours and shapes that are symmetrical tothe front side member 30. Specifically, the second side member 32 has afront end 32 a and a rear end 32 b. The second side member 32 also has afirst portion 32 c, a second portion 32 d and a third portion 32 e. Thefirst portion 32 c extends in the rearward direction RD from the frontend 32 a to a location proximate the second cross-member 36. The firstportion 32 c is generally straight. The second portion 32 d has a curvedshape such that just rearward of the first portion 32 c, the secondportion 32 d gradually curves in the outboard direction O_(D).

The first portions 30 c and 32 c of the first and second side members 30and 32 are a first distance away from one another, and the thirdportions 30 e and 32 e are a second distance away from one another, withthe second distance being greater than the first distance.

The first and second side members 30 and 32 each include body attachmentstructures 42 and 44 (also referred to as attachment flanges). The bodyattachment structures 42 and 44 are welded to the first and second sidemembers 30 and 32 and are dimensioned and shaped to attach to the bodystructure 14 of the vehicle 10. The body attachment structures 42 extendfrom outboard sides of the first portions 30 c and 32 c of the first andsecond side members 30 and 32 forward of the first cross-member 34. Thebody attachment structures 44 extend from outboard sides of the secondportions 30 d and 32 d of the first and second side members 30 and 32rearward of the second cross-member 36.

Although not shown in FIG. 8, the third portions 30 e and 32 e of thefirst and second side members 30 and 32 can also include additional bodyattachment structures configured for attachment to structures thatdefine the cargo area 20 of the vehicle 10. Further, the third portions30 e and 32 e can be at the same level above the ground as the firstportions 30 c and 32 c, or can be raised above the ground at a levelhigher that the first portions 30 c and 32 c, with the second portions30 d and 32 d including an upward curvature.

As shown in FIG. 8, each of the first portions 30 c and 32 c of thefirst and second side members 30 and 32 further include front suspensionstructures such as coil spring supports 46, first suspension structures48 and second suspension structures 50.

The coil spring supports 46 are rigidly fixed (i.e. welded) torespective ones of the first and second side members 30 and 32. The coilspring supports 46 are dimensioned and shaped to support lower ends offront suspension coil springs in a conventional manner. Since frontsuspension coil springs are conventional structures, further descriptionis omitted for the sake of brevity.

The first suspension structures 48 are defined by pairs of flangeswelded to lower surfaces of the first and second side members 30 and 32.Similarly, the second suspension structures 50 are defined by pairs offlanges welded to lower surfaces of the first and second side members 30and 32 rearward and spaced apart from the first suspension structures48. The first suspension structures 48 are adjacent to or aligned withthe first cross-member 34. The second suspension structures 50 areadjacent to or aligned with the second cross-member 36.

The first suspension structures 48 and the second suspension structures50 are configured to support a lower control arm (not shown) for pivotalmovement about pivot bolts 54. The lower control arm is part of thesteering and suspension structure of the vehicle 10. Since steering andsuspension structures (and, in particular, control arm structures) areconventional vehicle components, further description is omitted for thesake of brevity.

The engine compartment 16 of the body structure 14 is approximatelylocated in the space above and between the first portions 30 c and 32 cof the first and second side members 30 and 32. A front portion of thepassenger compartment 18 is located in the space above and between thesecond portions 30 d and 32 d of the first and second side memberrearward of the engine compartment 16. The remainder of the passengercompartment 18 and the cargo area 20 of the body structure 14 arelocated above the third portions 30 e and 32 e of the first and secondside members 30 and 32.

As shown in FIGS. 8 and 9, the first cross-member 34 is rigidly attachedto the front side member 30 and rigidly attached to the second sidemember 32. The first cross-member 34 can be co-planar with the first andsecond side members 30 and 32, or can be located above or below thefirst and second side members 30 and 32. The first cross-member 34 has afirst end 34 a, a second end 34 b and mid-section 34 c that extends fromthe first end 34 a to the second end 34 b. The first end 34 a of thefirst cross-member is fixed to the front side member 30.

In the depicted embodiment, the first cross-member 34 extends in avehicle lateral direction from the first portion 30 c of the front sidemember 30 to the first portion 32 c of the second side member 30 at alocation rearward of the front ends 30 a and 32 a. The firstcross-member 34 is further rigidly fixed to each of the front sidemember 30 and the second side member 32. As shown in FIGS. 8 and 9, thefirst cross-member 34 extends perpendicular to the first portion 30 c ofthe front side member 30 and the first portion 32 c of the second sidemember 32.

The second end 34 b of the first cross-member 34 is also fixed to thesecond side member 32 in a manner consistent with the attachment of thefirst end 34 a to the front side member 30. Since the attachment of thesecond end 34 b to the second side member 32 is basically the same asthe attachment of the first end 34 a to the front side member 30,further description of the attachment of the first cross-member 34 tothe second side member 32 is omitted for the sake of brevity.

The second cross-member 36 extends in the vehicle lateral direction andis rigidly fixed to areas of each of the front side member 30 and thesecond side member 32 rearward of the first cross-member 34. The secondcross-member 36 can be welded to each of the first portions 30 c and 32c of the first and second side members 30 and 32. However, the secondcross-member 36 can be attached to the first and second side members 30and 32 via mechanical fasteners (not shown).

An engine receiving space is defined in the area confined between thefirst and second cross-members 30 and 32, and between the first andsecond side members 34 and 36.

The third cross-member 38 extends between forward ends of each of thethird portions 30 e and 32 e of the first and second side members 30 and32. The third cross-member 38 is welded to each of the first and secondside members 30 and 32 and can serve as an attachment structure for arear portion of the body structure 14 (at a mid-portion of the passengercompartment 18), and/or can serve as an attachment structure for thestructure that defines the cargo area 20.

The front cross-member 40 is welded or otherwise rigidly fixed to thefront ends 30 a and 32 a of the first and second side members 30 and 32.A bumper structure (not shown) can be attached to the front cross-member40. Alternatively, the bumper structure (not shown) can be attached tothe front ends 30 a and 32 a of the first and second side members 30 and32 replacing the front cross-member 40.

The front cross member 40 is attached to the front side member 30 at oradjacent to the front end 30 a of the front side member 30. The frontcross member 40 includes an outboard portion 40 a that extends from thefront side member 30 forward of the off-center impact structure 12 inthe outboard direction O_(D). In response to an impact event of anoff-center impact test, the outboard portion 40 a of the front crossmember 40 deforms and can contact a portion of the off-center impactstructure 12, as described in greater detail below.

A description of the off-center impact structure 12 is now provided withspecific reference to FIGS. 9-12. As is shown in FIG. 8, one of theoff-center impact structures 12 is installed to the front side member 30and another one of the off-center impact structures 12 is installed tothe front side member 32. The two off-center impact structures 12 aresymmetrically arranged relative to the longitudinal center line C₁ ofthe vehicle 10. The two off-center impact structures 12 are basicallyidentical, except that they are mirror images of one another.Consequently, description of one of the off-center impact structures 12applies equally to the other. Therefore, only one of the off-centerimpact structures 12 is described herein below for the sake of brevity.

Each of the elements and structures that define the off-center impactstructure 12 is connected to, supported to and/or directly attached tothe front side member 30, as shown in FIGS. 9 and 10.

In the depicted embodiment as shown in FIG. 11, the front side member 30defines a hollow interior 60. The first portion 30 c (also referred toas the front-section) of the front side member 30 extends in a rearwarddirection from the front end 30 a of the front side member 30 in avehicle longitudinal direction parallel to the longitudinal center lineC₁. As shown in FIG. 12, the front side member 30 has an outboard wall62 and an inboard wall 64.

The outboard wall 62 defines a first outboard opening 66 (also referredto as a first forward outboard opening) that extends through theoutboard wall 62 and to the hollow interior 60. The outboard wall 62also defines a second outboard opening 68 (also referred to as a secondforward outboard opening) that extends through the outboard wall 62 andto the hollow interior 60. The second outboard opening 68 is forward ofthe first outboard opening 68, such that the first outboard opening 68is located between the second outboard opening and the body attachmentstructure 42. The outboard wall 62 also includes a rearward outboardopening 70 that extend through the outboard wall 62 and to the hollowinterior 60. The rearward outboard opening 70 is located adjacent to andrearward of the body attachment structure 42.

The inboard wall 64 of the front side member 30 defines a first inboardopening 72 (also referred to as the first forward inboard opening) thatis aligned with the first outboard opening 66 relative to the inboarddirection I_(D) and the outboard direction O_(D) (lateral directions) ofthe front side member 30. The inboard wall 64 of the front side member30 has a second inboard opening 74 (also referred to as a second forwardinboard opening) aligned with the second outboard opening 68. Theinboard wall 64 also includes a rearward inboard opening 76 that extendthrough the inboard wall 64 and to the hollow interior 60. The rearwardinboard opening 76 is aligned with the rearward opening 70 and is alsolocated rearward of the body attachment structure 42.

As shown in FIGS. 9-11, the first outboard opening 66 and the firstinboard forward opening 72 are located forward of the body attachmentstructure 42. Further, the second outboard opening 68 and the secondinboard opening 74 are located forward of the first outboard opening 66and the first inboard forward opening 72. The body attachment structure42 is attached to the outboard wall 62 of the front side member 30 alongthe front portion 32 (the front-section) rearward of the first outboardopening 66 via, for example, welding techniques.

The off-center impact structure 12 basically includes the bodyattachment structures 42, a first sleeve 78, a second sleeve 80, a firstelongated member 84, a second elongated member 86 and a rearwardelongated member 88. As described below, each of the body attachmentstructures 42, the first sleeve 78, the second sleeve 80, the firstelongated member 84, the second elongated member 86 and the rearwardelongated member 88 is connected to, supported to and/or directlyattached to the front side member 30, as shown in FIGS. 9 and 10.

As shown in FIGS. 8-11, the body attachment structure 42 is directlyattached to the outboard wall 62 of the front side member 30 along thefront-section 30 c rearward of the first outboard opening 66. The bodyattachment structure 42 extends in the outboard direction O_(D) from thefront side member 30. The body attachment structure 42 includesattachment flanges 42 a that are welded to the outboard wall 62 of thefront side member 30. The flanges 42 a have an overall height that isapproximately equal to or slightly less than an overall height of theoutboard wall 62 of the front side member 30, as shown in FIG. 11. Thebody attachment structure 42 also includes a skirt or wall 42 b thatcurves around an outer periphery of the body attachment structure 42 andfurther extends to the flanges 42 a. More specifically, the wall 42 bhas an overall height that is constant around the body attachmentstructure 42. The overall height of the wall 42 b is approximately equalto the height of each of the flanges 42 a.

As shown in FIGS. 9-12, the first sleeve 78 is a hollow beam member withopen ends that expose a hollow interior of the first sleeve 78. Thefirst sleeve 78 is inserted through the first outboard opening 66through the hollow interior 60 and to the first inboard opening 72 ofthe front side member 30. A portion 78 a of the first sleeve 78 extendslaterally outward in the outboard direction O_(D) from the outboard wall62. The first sleeve 78 basically defines a tunnel through the frontside member 30. The first sleeve 78, like the front side member 30, ispreferably made of a metallic material such as steel and is fixedlyattached to the outboard wall 62 and the inboard wall 64. For example,the first sleeve 78 can be welded to the outboard wall 62 and welded tothe inboard wall 64, but can alternatively be attached to the front sidemember 30 via mechanical fasteners.

As shown in FIG. 13, the portion 78 a of the first sleeve 78 thatextends laterally outward from the outboard wall 62 includes a recessedarea 78 b. A rearward edge of the recessed area 78 b of the first sleeve78 includes a beveled or curved surface 78 c. As is described furtherbelow (and shown in FIG. 14) the curved surface 78 c is provided toguide deformation of the first elongated member 84 during an impactevent of a small overlap test.

The second sleeve 80 is also a hollow beam member with open ends thatexpose a hollow interior of the second sleeve 80. The second sleeve 80is inserted through the second outboard opening 68 through the hollowinterior 60 and to the second inboard opening 74 of the front sidemember 30. A portion of the second sleeve 80 extends laterally outwardin the outboard direction O_(D) from the outboard wall 62. The secondsleeve 80 basically defines a tunnel through the front side member 30that is parallel to and forward relative to the tunnel defined by thefirst sleeve 78. The second sleeve 80 is preferably made of a metallicmaterial such as steel and is fixedly attached to the outboard wall 62and the inboard wall 64. For example, the second sleeve 80 can be weldedto the outboard wall 62 and welded to the inboard wall 64, but canalternatively be attached to the front side member 30 via mechanicalfasteners.

As shown in FIG. 11, the first elongated member 84 is linearly shapeddefines a first end portion 84 a, a mid-portion 84 b (mid-section ormid-section portion) and a second end portion 84 c. The first endportion 84 a of the first elongated member 84 extends through the firstoutboard opening 66 into the hollow interior of the front side member30. The first elongated member 84 is rigidly connected to the front sidemember 30 forward of the body attachment structure 42. The mid-portion84 b is connected to the front side member 30 (via the first sleeve 78)at a location proximate the outboard wall 62. The second end portion 84c extends in the outboard direction O_(D) away from the outboard wall 62of the front side member 30 such that in response to an impact eventduring an off-center impact test the mid-portion 84 b of the firstelongated member 84 deforms with the second end portion 84 c movingrearward into contact with the body attachment structure 42.

The first end portion 84 a of the first elongated member 84 is insertedinto the hollow interior of the first sleeve 78 and is fixedly theretovia removable fasteners F₁ and/or via welding techniques. Since thefirst end portion 84 a is fixed to the first sleeve 78, the first endportion 84 a of the first elongated member 84 is connected to theinboard wall 64 proximate the first inboard opening 72. As shown in FIG.15, the first elongated member 78 extends laterally outboard from thefront side member 30 by a first distance D₁ in a direction that isperpendicular to that portion of the front side member 30 proximate thefirst outboard opening 66.

As also shown in FIG. 11, the second elongated member 86 is linearlyshaped defines a first end portion 86 a, a mid-portion 86 b (mid-sectionor mid-section portion) and a second end portion 86 c. The first endportion 86 a of the second elongated member 86 extends through thesecond outboard opening 68 into the hollow interior of the front sidemember 30. The second elongated member 86 is rigidly connected to thefront side member 30 forward of the body attachment structure 42 and thefirst elongated member 84. The mid-portion 86 b is connected to thefront side member 30 (via the second sleeve 80) at a location proximatethe outboard wall 62. The second end portion 86 c extends in theoutboard direction O_(D) away from the outboard wall 62 of the frontside member 30 such that in response to an impact event during anoff-center impact test the mid-portion 86 b of the second elongatedmember 86 deforms with the second end portion 86 c moving rearward intocontact with the first elongated member 84.

More specifically, the first end portion 86 a of the second elongatedmember 86 is inserted into the hollow interior of the second sleeve 80and is fixedly thereto via removable fasteners F₁ and/or via weldingtechniques. Since the first end portion 86 a is fixed to the secondsleeve 80, the first end portion 86 a of the second elongated member 86is connected to the inboard wall 64 proximate the second inboard opening74. As shown in FIG. 15, the second elongated member 86 extendslaterally outboard from the front side member 30 by a second distance D₂in a direction that is perpendicular to that portion of the front sidemember 30 proximate the second outboard opening 68. The first distanceD₁ is greater than the distance D₂. In a non-impacted state the firstelongated member 84 and the second elongated member 86 are parallel toone another.

As is also shown in FIG. 15, the body attachment structure 42 extendslaterally outboard from the front side member 30 by a third distance D₃in a direction that is perpendicular to the adjacent portion of thefront side member 30. The first distance D₁ is greater than the distanceD₂, and the second distance D₂ is greater than the third distance D₃. Ina non-impacted state the first elongated member 84, the second elongatedmember 86 and the body attachment structure 42 are all parallel to oneanother.

The rearward elongated member 88 (also referred to as third elongatedmember or simply the elongated member). The rearward elongated member 88includes straight portion 88 a and a curved portion 88 b that togetherdefining an overall J-shape as viewed from above in FIGS. 9 and 15. Thestraight portion 88 a extends in a direction that is perpendicular tothe front side member 30. The straight portion 88 a is inserted into therearward outboard opening 70, into the hollow interior 60 and throughthe rearward inboard opening 76. The straight portion 88 a is fixed toboth the outboard wall 62 and the inboard wall 64 of the front sidemember 30 by, for example, welding techniques. Alternatively, asdescribed below in a second embodiment, a third sleeve can be installedto the front side member 30 for installing and supporting the rearwardelongated member 88. The curved portion 88 b has a flat end surface 88 cthat faces a rearward side of the body support structure 42.

The third elongated member 88 is fixedly coupled to the outboard wall 62of the front side member 30 adjacent to and rearward of the bodyattachment structure 42. Specifically, the third elongated member 88 isspaced apart from and rearward of the body attachment structure 42 inthe non-impacted state. In response to the impact event of theoff-center impact test the body attachment structure 42 can deform andmove into contact with the flat end surface 88 c of the third elongatedmember 88 transferring impact energy from the body attachment structure42 to the third elongated member 88. In the non-impacted state, as shownin FIGS. 9 and 15, the flat end surface 88 c is perpendicular to theoutboard wall 62 of the front side member 30. Further, the flat endsurface 88 c faces the rearward surface of the body attachment structure42, and the flat end surface 88 c is parallel to the adjacent rearwardsurface of the body attachment structure 42.

The rearward elongated member 88 extends outboard away from the outboardwall 62 of the front side member 30 by a distance that is less than eachof the first, second and third distances D₁, D₂ and D₃.

As shown in FIGS. 15-17, the off-center impact structure 12 can beconfigured to provide various responses to an impact event during anoff-center overlap test. First, during an impact event of a smalloverlap impact test, the vehicle 10 is moved toward the barrier B at apredetermined velocity (FIG. 15). Initially, the barrier B can impactthe outboard portion 40 a of the front cross-member 40 of the frame 22(FIG. 16). The outboard portion 40 a is configured to bend or otherwisedeform, moving into contact with the second elongated member 86 andabsorbing impact energy as a result of bending and/or deformation. Asshown in FIG. 17, subsequent contact with the barrier B can cause thesecond elongated member 86 to deform and move into contact with thefirst elongated member 84. As a result of the above contact with theoutboard portion 40 a, the second elongated member 86 and/or the firstelongated member 84, the impacting between the off-center impactstructure 12 of the vehicle 10 and the barrier B in the small overlapimpact test causes the vehicle 10 to be pushed laterally away from thebarrier B, as shown in FIGS. 4-6.

Further, depending upon the velocity of the vehicle 10 during the impactevent of the small overlap impact test, the barrier B and the firstelongated member 84 can make contact, as shown in FIG. 17. As the impactevent continues (milli-seconds later) as shown in FIG. 17, the impactforce of the impact event acting on the off-center impact structure 12can cause the first elongated member 84 to deform about the curvedsurface 78 c of the first sleeve 78, with continuing deformation causingthe first elongated member 84 to contact the body attachment structure42.

Impact energy absorbed by the body attachment structure 42 istransferred to the front side member 30 of the frame 22, and also to thebody structure 14, which is directly fixedly attached to the bodyattachment structure 42 via removable fasteners (not shown). If there issufficient impact energy during the impact event, it is also possiblefor the body attachment structure 42 to deform and move rearward intocontact with the rearward elongated member 88. Contact between the bodyattachment structure 42 and the rearward elongated member 88 providesfurther absorption of impact energy that is transferred to the frame 22via the rearward elongated member 88. Further, if the impact energy issufficient to cause deformation of the rearward elongated member 88, thedeformation of the rearward elongated member 88 absorbs a portion of theimpact energy and limits or restricts overall deformation movement ofthe body attachment structure 88.

It should be understood from the drawings and the description herein,that the off-center impact structure 12 can be configured in any of avariety of ways. For example, it is possible to eliminate one, or bothof the first elongated member 84 and the second elongated member 86 andutilize only the body attachment structure 42 and the rearward elongatedmember 88 to absorb and transmit impact energy to the frame 22 and thebody structure 14 (which is directly fixedly attached to the bodyattachment structure 42). Alternatively, the off-center impact structure12 can include only the first elongated member 84, the second elongatedmember 86 and the body attachment structure 42, eliminating the rearwardelongated member 88. Still further, the off-center impact structure 12can be configured with only the first elongated member 84, the bodyattachment structure 42 and the rearward elongated member 88 eliminatingthe second elongated member 86.

Second Embodiment

Referring now to FIGS. 18 and 19, an off-center impact structure 12′ inaccordance with a second embodiment will now be explained. In view ofthe similarity between the first and second embodiments, the parts ofthe second embodiment that are identical to the parts of the firstembodiment will be given the same reference numerals as the parts of thefirst embodiment. Moreover, the descriptions of the parts of the secondembodiment that are identical to the parts of the first embodiment maybe omitted for the sake of brevity. The parts of the second embodimentthat differ from the parts of the first embodiment will be indicatedwith a single prime (′).

In the second embodiment, the off-center impact structure 12′ includesmany of the features and structures described above with reference tothe first embodiment. For example, the off-center impact structure 12′includes various openings in the front side member 30, the first sleeve78, the second sleeve 80, the first elongated member 84, the secondelongated member 86 and the rearward elongated member 88.

However, in the second embodiment, the body attachment structure 42 isreplaced with a modified body attachment structure 42′. The bodyattachment structure 42′ includes openings used to connect to andsupport the body structure 14, but has an overall length measured fromthe front side member 30 to a distal end of the body attachmentstructure 42′ that is a modified third distance D₃′. The third distanceD₃′ is greater than the first, second and thirds distance D₁, D₂, and D₃described above with respect to the first embodiment. Consequently, asshown in FIG. 19, the body attachment structure 42′ is longer than thefirst elongated member 84.

As well, the off-center impact structure 12′ includes an optional thirdsleeve 90 that is inserted into the rearward outboard opening 70, thehollow interior 60 and the rearward inboard opening 76 of the front sidemember 30. The third sleeve 90 can be employed in the first embodimentin combination with the body attachment structure 42, or can be used inthe second embodiment with the body attachment structure 42′. The thirdsleeve 90 is rigidly fixed to the front side member 30 by, for example.welding to the outboard wall 62 and the outboard wall 64 of the frontside member 30. The third sleeve 90 is therefore attached to the frontside member 30 in a manner consistent with the attachment of the firstand second sleeves 78 and 80 to the front side member 30, as depicted inFIG. 12 and described above with respect to the first embodiment.

The rearward elongated member 88 is inserted into the third sleeve 90and attached thereto by fasteners (not shown) in a manner consistentwith the attachment of the first and second elongated members 84 and 96to corresponding ones of the first and second sleeves 78 and 80, asdepicted in FIGS. 9, 10 and 12 and described above with respect to thefirst embodiment.

The vehicle body structure 14 and elements of the frame 22 (other thanthe off-center impact structure 12) are conventional components that arewell known in the art. Since these elements and structures are wellknown in the art, these structures will not be discussed or illustratedin detail herein. Rather, it will be apparent to those skilled in theart from this disclosure that the components can be any type ofstructure and/or programming that can be used to carry out the presentinvention.

GENERAL INTERPRETATION OF TERMS

In understanding the scope of the present invention, the term“comprising” and its derivatives, as used herein, are intended to beopen ended terms that specify the presence of the stated features,elements, components, groups, integers, and/or steps, but do not excludethe presence of other unstated features, elements, components, groups,integers and/or steps. The foregoing also applies to words havingsimilar meanings such as the terms, “including”, “having” and theirderivatives. Also, the terms “part,” “section,” “portion,” “member” or“element” when used in the singular can have the dual meaning of asingle part or a plurality of parts. Also, as used herein to describethe above embodiments, the following directional terms “forward”,“rearward”, “above”, “downward”, “vertical”, “horizontal”, “below” and“transverse” as well as any other similar directional terms refer tothose directions of a vehicle equipped with the vehicle body structure.Accordingly, these terms, as utilized to describe the present inventionshould be interpreted relative to a vehicle equipped with the vehiclebody structure.

The term “configured” as used herein to describe a component, section orpart of a device includes mechanical structures that are constructed tocarry out the desired function.

The terms of degree such as “substantially”, “about” and “approximately”as used herein mean a reasonable amount of deviation of the modifiedterm such that the end result is not significantly changed.

While only selected embodiments have been chosen to illustrate thepresent invention, it will be apparent to those skilled in the art fromthis disclosure that various changes and modifications can be madeherein without departing from the scope of the invention as defined inthe appended claims. For example, the size, shape, location ororientation of the various components can be changed as needed and/ordesired. Components that are shown directly connected or contacting eachother can have intermediate structures disposed between them. Thefunctions of one element can be performed by two, and vice versa. Thestructures and functions of one embodiment can be adopted in anotherembodiment. It is not necessary for all advantages to be present in aparticular embodiment at the same time. Every feature which is uniquefrom the prior art, alone or in combination with other features, alsoshould be considered a separate description of further inventions by theapplicant, including the structural and/or functional concepts embodiedby such features. Thus, the foregoing descriptions of the embodimentsaccording to the present invention are provided for illustration only,and not for the purpose of limiting the invention as defined by theappended claims and their equivalents.

What is claimed is:
 1. A vehicle body structure comprising: a front sidemember having a front end and a front-section extending rearward fromthe front end, the front side member defining a hollow interior andextending in a vehicle longitudinal direction, the front side memberhaving an outboard wall and an inboard wall with a first outboardopening extending through the outboard wall to the hollow interior; abody attachment structure attached to the outboard wall of the frontside member along the front-section rearward of the first outboardopening and extending in an outboard direction from the front sidemember; and an off-center impact structure having a first elongatedmember that is linearly shaped defining a first end portion, amid-section portion and a second end portion, the first end portionextending through the first outboard opening into the hollow interior ofthe front side member and being rigidly connected to the front sidemember forward of the body attachment structure, the mid-section portionbeing connected to the front side member at a location proximate theoutboard wall, the second end portion extending in an outboard directionaway from the outboard wall of the front side member such that inresponse to an impact event during an off-center impact test themid-section of the first elongated member deforms with the second endportion moving rearward into contact with the body attachment structure.2. The vehicle body structure according to claim 1, wherein the firstelongated member extends in a direction that is perpendicular to thefront side member proximate the first outboard opening.
 3. The vehiclebody structure according to claim 1, wherein the outboard wall of thefront side member has a second outboard opening that extends to thehollow interior of the front side member and is located forward of thefirst outboard opening, and the off-center impact structure has a secondelongated member that is linearly shaped defining a first end portion, amid-section portion and a second end portion, the first end portionextending into the second outboard opening and into the hollow interior,the mid-section portion being coupled to the front side member proximatethe second outboard opening and the second end portion extending in anoutboard direction from the front side member such that in response tothe impact event during the off-center impact test the second elongatedmember deforms with the second end portion of the second elongatedmember moving rearward into contact with the first elongated memberstructure.
 4. The vehicle body structure according to claim 3, whereinin a non-impacted state the first elongated member is parallel to thesecond elongated member.
 5. The vehicle body structure according toclaim 3, wherein in a non-impacted state the first elongated memberextends laterally outboard from the front side member by a firstdistance, and in the non-impacted state the second elongated memberextends laterally outboard from the front side member by a seconddistance that is less than the first distance.
 6. The vehicle bodystructure according to claim 3, further comprising a front cross memberattached to the front end of the front side member having an outboardportion that extends from the front side member forward of theoff-center impact structure such that in response to the impact event ofthe off-center impact test, the outboard portion of the front crossmember deforms contacting the second elongated member.
 7. The vehiclebody structure according to claim 3, wherein the inboard wall of thefront side member defines a first inboard opening aligned with the firstoutboard opening relative to a lateral direction of the front sidemember with the first end portion of the first elongated member beingfixedly coupled to the inboard wall proximate the first inboard opening;and the inboard wall of the front side member defines a second inboardopening aligned with the second outboard opening relative to the lateraldirection of the front side member with the first end portion of thesecond elongated member being fixedly coupled to the inboard wallproximate the second inboard opening
 8. The vehicle body structureaccording to claim 7, further comprising a first sleeve that extendsthrough the first outboard opening, the hollow interior and through thefirst inboard opening, the first sleeve being fixedly attached to theoutboard wall and the inboard wall with the first end portion of thefirst elongated member extending into the first sleeve, the first endportion of the first elongated member being directly attached to thefirst sleeve.
 9. The vehicle body structure according to claim 8,wherein the first sleeve is welded to the outboard wall and welded tothe inboard wall.
 10. The vehicle body structure according to claim 8,wherein the first end portion of the first elongated member is directlyattached to the first sleeve via removable fasteners.
 11. The vehiclebody structure according to claim 8, wherein the first sleeve includesan end portion located outboard of the outboard wall of the front sidemember, the end portion having a recessed area along a rearward side ofthe first sleeve such that during an off-center impact test themid-section of the first elongated member deforms in the vicinity of therecessed area of the first sleeve.
 12. The vehicle body structureaccording to claim 11, wherein the recessed area of the end portion ofthe first sleeve includes a curved surface located such that during anoff-center impact test the mid-section of the first elongated memberdeforms in the vicinity of curved surface of the recessed area of thefirst sleeve.
 13. The vehicle body structure according to claim 8,further comprising a second sleeve that extends through the secondoutboard opening, the hollow interior and through the second inboardopening, the second sleeve being fixedly attached to the outboard walland the inboard wall with the first end portion extending into thesecond sleeve.
 14. The vehicle body structure according to claim 13,wherein the second sleeve is welded to the outboard wall and welded tothe inboard wall.
 15. The vehicle body structure according to claim 13,wherein the first end portion of the second elongated member is directlyattached to the second sleeve via removable fasteners.
 16. The vehiclebody structure according to claim 3, wherein the off-center impactstructure has a third elongated member fixedly coupled to the outboardwall of the front side member adjacent to and rearward of the bodyattachment structure such that in response to the impact event of theoff-center impact test the body attachment structure deforms and movesinto contact with the third elongated member.
 17. The vehicle bodystructure according to claim 16, wherein the third elongated member hasstraight portion and a curved portion defining an overall J-shape asviewed from above, the straight portion being fixed to the outboard wallof the front side member.
 18. The vehicle body structure according toclaim 17, wherein the curved portion defines an end face perpendicularto the outboard wall of the front side member, the end face facing arearward surface of the body attachment structure.